Power-transmitting apparatus



J. LEBOVICI.

' POWER TRANSMITTING APPARATUS.

APPLICATION FILED SEPT. I3. |917.

Patented Feb. 3,1920.

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POWER TRANSMITTING APPARATUS.

APPLICATION FILED SEPT-13|I9I7.

Patented Feb. 3,1920.

4 SHEEIS-SHEEI 2- J. LEBOVICI.

POWER TRANSMITTING APPARATUS.

APPLICATION FILED SEPT-13,1917.

A TTORNEYS w l w m Patented Feb. 3,1920.

4 SHEETS-SHEET 3- mh @e e@ APPLICATION FILED SEPT. I3. 19|?.

Patented Feb. 3, 1920.

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'UNITED STATES PATENT OFFICE.

JUSTIN LEBOVICI, OF OAKLEY, OHIO, ASSIGNOR TO THE TRIUMPH ELECTRICCOMPANY,

' A CORPORATION OF OHIO.

POWER-TRANSMITTING APPARATUS.

Application filed September 13, 1917.

To all whom t may concern:

Be it known that I, JUSTIN LnBovIoI, a citizen of Roumania, residing atOakley, in thecounty of Hamilton and State of Ohio, have inventedcertain new and useful Improvements in Power-Transmitting Apparatus, ofwhich the following is a specification.

The principal object of my invention is to providenew and improvedapparatus for transmitting the power of an automobile engine to thedriving wheels under the varying conditions that may arise in actualuse. Another object of my invention is to provide a power transmitting'device coinprising two interposed dynamo electric machines with anelectrical connection between them, whereby alternating currentgenerated 'by' one of these machines is transmitted to the othermachine. Another object of my invention is to provide power transmittingapparatus with electromagnetic elements and with means for adjusting thesystem. electromagnetiically so as to adapt it for various conditions ofspeed and torque. Another object of my invention is to provide ayielding electromagnetic connection between the prime mover and theload, whereby various speed ratios between them may be obtained andwhereby flexibility of operation and adaptation to varying conditions ofuse may be attained. These and other objects of my invention will becomemore readily apparent in connection with the accompanying specificationand drawings, in which I have illustrated a limited number of specificembodiments of my invention. It will be understood that modification canbe made departing from the disclosure herein that will fall within thescope of my invention, and that in the following disclosure relating tothe accompanying drawings I have reference to particular examples ofembodiments of the invention.

Referring to the drawings,

Figure 1 is a diagram of an automobile power generating and transmittingsystem showing one form in which my invention may be utilized;

Figs. 2, 3 and 4 are diagrams showing respective modifications.

Referring particularly to Fig. 1, the gaso lene engine 1 is connected todrive the crank shaft 5 in the bearings 2. Connected with Specificationof Letters Patent.

Patented Feb. 3, 1920.

Serial No. 191,107.

the crank shaft through a flanged coupling 17 is another shaft 60 whichcarries the laminated rotor 16 with the winding 15 thereon.

IIhe fixed support 45 carries a frame 80 with journal bearings 3 for ashaft 33 in alinement with the shafts 5 and 60. At its end the shaft 33carries a rotatable frame G5 with field magnet cores 12 and windings 31thereon, these parts constituting another rotor in concentric andelectromagnetic relation to the rotor 16-15. The frame 65 has a journalbearing 4 for the shaft 60 by which the alinement of the shafts 33 and(if) is maintained, and a clutch 19 controlled by a magnet 83 isprovided by which these two shafts 33 and 60 may be coupled together.The frame G5 also carries supports G6 in which are mounted the brushes70 and 71 in engagement with the commutator 14 associated with thewinding 15. The shaft G0 carries three slip rings 20, 21 and 22 withrespective three-phase taps to the wind- 15. The fixed brushes 23, 24and 25 make engagement with the respective slip rings 20, 21 and '22 andfrom these brushes the three conductors 46, 47 and 48 extend to therespective controller contacts 34, 35 and 36.

, The shaft carries a ratchet 51 which may be engaged by the pawl 50 soas to prevent rotation of the shaft `60 in the normal direction shown bythe arrow 49. The pawl 50 is normally' out of engagement with theratchet 51, and is brought into engagement eleetromagnetically forbacking the automobile, as will be explained later. Also. the rotationof the shaft 33 may be prevented by locking the pawl 10 into the ratchetwheel 11, but normally these elements 10 and 11 are out of engagementwith each other, permitting the shaft 33 to rotate normally in thedirection indicated by the arrow 52.

The frame 8O carries stator laminations on which are the windings 26connected to the contacts 37. 38 and 39, respectively, opposite to thecontacts 34. 35 and 36.

li/Iithin the stator 3Q i6 are rotor laminations 29 carried by the shaft33 and with the closed circuited windings 27 thereon.

The shaft 33 has four slip rings '40. 41, 42 and 43 with the respectivefixed brushes 72, 7i 74 and 75 thereon. Brushes 72 and 73 are connectedto the respective controller contacts 7 6 and( 77. A conductor 53 goesfrom the slip ring 40 to the windings 31 and other conductorsV 55 and 56go in multiple to the brushes 71 and the magnet 83.

The conductor 53 includes a switch 5st that and the explanation of theinode of operation that follows. Y

@raf/thing.

The yapparatus being assumed to be atrest the controller will be at offposition and clutch19 will be open. Upon moving the contro-ller tocranking position, direct current will flow fronithe storage batteryunits 106,107, 108, 109 in series as follows:9.8-1077-95-4-96-108-03-94-109- 917-.92-106-97, and thence by threemultiple branches from V97 back to 98 as follows:

(1) 97--10l-10d'105--98, energizing the i magnet 10 and enga-ging thepawl 10 with theratchet 11 to lock the shaft'33: (2) 97- 77-7 3-41--54-31-54-53 10-7 2 7 6 98, which energizes the field winding 31, and (3.) Y97-78-74-112-7 0-111-15-14-7 1d 55-10'-72-76-98, which Venergizes thearmature winding 15. Since the pawl 10 Y now locks the shaft 33, theframe 65 will remain stationary but the rotpr 16-15 will. turn as thearmature of a shunt wound direetV current motor, thus'turning the shaft60 and with it the shaft 5 and driving the engine 1 until it picks up.

vThe armature `15-16 is wound for operation on siX volts. For thecranking operation, the batteries are connected'in series and deliver24' volts; Hence, after the engine picks up, it would Vbe necessary foritV to runat an extremely high speed before the armature 15-16 vwoulddeliver a voltseries battery voltage.

ditions,`no such high speed willbe attained vage at the brushes 7 0, 71Vhigher than the Under normal conin cranking.

Low speed start.

A preliminary explanation of the automatic cutout comprising theelements 110, 111,'and 81, will be in order here. l/Vhen the voltageacross the winding 111Y exceeds a certain predetermined voltage, forexample,

7% volts, the switch81 will close, allowing the battery torbe charged,but whenever the voltage' across the battery rises above the voltageacross the coil 111, a current in a reverse direction will flow throughthe series winding 110, thus opening switch 81. It is 14l-15. Thus,the'current delivered from the winding 15 to the brushes 70 and 71energizes the cutout coil 111. A shunt circuit also energizes the i'ieldwinding'31, the complete Vcircuit being traced as follows: 151l-70-d2-7%7877.-7341-5l%31 5et-53-'55-71-14-15. Three phaseV alternating current also flows from the winding 15 to the three slip rings2.0, 21 and 22,

Vand thence by brushes 23, 24 and 2,5, contacts 35 and 36, thence to thecontacts 3 7, 38 and 39 to the winding 26. rlhe electroinagneticreaction between the members 16 15 and 12-31 causes the rotation of theformer to drag' the latter with a certain degree of slip. The threephasealternating current in the winding 26 also causes a certain drag on therotor 29 with its closed winding 27.

rlChe frequency per second of the current in the windings 15 beingdesignated as C, the speed of the shaft 33 in rotations per minute willbe approximately 120 C/ (p1-H92) where p1 represents the number of poleson the member 12 and p2 represents the number of poles on the stator 32as determined by the character of the winding 26 thereon. t will be seenthat y), and p2 can readily be given such values as may be desired inthe design of the apparatus, and hence any apiio propriate speed ratiowhen operating in this way can readily be obtained. Thus, full enginehorsepower is transmitted to give Ya low speed and high torqueon thedriven shaft 33. v

Further, to explain this, sup-pose that theV slipV is attained betweenthe members 16 and Y. 12, the current flowing through the coil 111 willreach a value suflicient to close the cutout 81, whereupon the batteryunits 106, 107, 108, 109 will charge in multiple from the brushes and 71through the circuit traced as follows: 15-14-70-42-7t78- 77 through thebattery to 99-81-110*101 76-72-40-55-71-14--15 High speed.

The next controller lposition beyond the low speed is high speed. Itwill be seen that the only change from low speed is to short circuit thecontacts 34, 35 and 36 cutting olf current from the stator winding 26.Thus, no torque will be exerted on the rotor 29, but the shortcircuiting of the three-phase conductors from the winding 15 at thecontacts 34, 35 and 36 will cause heavy currents to flow through thewinding 15 and reduce the slip between the members 12 and 16. Thus, theshaft 33 will rotate nearly as fast as the engine shaft 16.

Direct alrite with mechanical coupling. When the controller is moved tothe cor- -responding position for direct mechanical Charging battery atstandstill.

The controller being thrown to the battery charging position, the shaft33 is locked by energization of magnet 10 through the circuit97-104-10-10598, and accordingly the field 12-31 is stationary and therotor 16-15 operates as the armature of an electric generator. Thisgenerator is selfeXciting through the following circuit: 15- 14-7 0 42-71--78---77 -73-41-54-31- 54-53-55-71-14-15. Another circuit from thegenerator goes through the shunt coil 111 as follows: 15-14-70-42-7l178-100-11l-101-76-72-40 55 71 1.4.-15 When the current flowing throughthe shunt coil 111 energizes it sufliciently, it closes the switch 81and then the charging current flows from the generator through thebattery and following circuit: 15-111- 7 0-42-7 1-78-97 through thebattery 98-9 9-81-1 10-101-76-72-40-5 5-71 fla-15.

Should the batteries become fully charged and begin to discharge, theflux which would be set up by the coil 110, being in a counter directionto that `which is set up by coil 111, would cause the cut-out to open,.thus preventing further discharge of the batteries.

Reversing.

lilith the controller on the corresponding position indicated in Fig. 1,a current flows from the battery through the circuit 97- 102-50-103-98,thus energizing the magnet 50 and locking the pawl 50 into the ratchet51. 'This holds the engine shaft 60 from rotating. Current also Howsfrom the battery through circuits easily traced through the `windings 15and 31 in shunt to each other. The member 16-15 being held stationary,the member 12-31 rotates backward, thus giving the desired reverse driveand in this case the power is obtained entirely from the battery. Thegear box 90 contains mechanical reversing gearing that can be utilizedfor driving the car backward from the ordinary operation of the engine,if so desired.

Bra/sing.

ljVith the controller at the corresponding illocliycations of Figs. 2, 5incl 4.

Structurally the system of Fig. 2 differs from that of Fig. 1 in theomission of pawl 50 and ratchet 51, omission of clutch 19, andseparation of shaft 33 into two segments 33 and 33 with a normallyclosed clutch 91 between them. The circuit for the magnet controllingthe pawl 10 is not shown in this diagram and separate switches have beenshown instead of a single controller. Operatively, Fig. 2 differs fromFig. 1 in that electric reversal is obtained by opening clutch 91 andengaging pawl 10 with ratchet 11, whereupon the member 12-31 acts as astator with the rotor 16-15 generating alternating current which is fedover conductors 37, 38 and 39 to stator windings 26 rotating member 29in reverse direction as the secondary of an induction motor. A reversingswitch 191 is provided to interchange the connections of two of theconductors 37, 38 and 39, so as to make the field in the stator 32-26rotate in the reverse direction.

Structurally, Fig. 3 is the same as Fig. 2

with the addition of a centrifugal friction clutch 92 between the shaft60 and the frame 65. In operation this gradually locks the shaftsf) and33 together at higher speeds ondirect drive.

Fig. 4; differsv from Fig. 2 in that the meniber 1 6 is here externalinstead of internal,

and the member 12 is internal instead of .external. The brushes 70" and7l are massiveand engaging the concave commutator 14 perform thefunction of the centrifugal clutch 92 of Fig. 3.

,In the following claims .I employ the term dynam'o7 as broad enough toapply to either a generator or a motor, and I use the term windings in abroad sense tol cover the conductors of such a machine, including forexample, the conductors of a squirrel cage.

A"Having thus described my invention, I declare that what I claim as newand desire to secureby LettersPatent is l. In a power transmittingdevice, a prime mover, a firstV dynamo member mechanically connectedtherewith, a second dynamo member in electromagnetic relation with the4first, a load and a third'dynamo member -mechanically connected withthe second, a fourth dynamo member fixed and in electro` magneticrelation with the third, a commutator and brushes carried by the firstand second members, alternating current taps also connected withthe samemember as said commutator, a plurality of storage battery units ladaptedfor series or multiple connection, means to connect said units in seriesto said brushes and the member carrying the brushes for cranking and inmultiple for charging, and aY winding on one of said third and fourthmembers adapted to be connected with. said taps.

2. In apower transmitting device, a primek means simultaneously to locksaid second and third members against rotation.

3. In a power transmitting device, a prime mover, a first dynamo membermechanically connected therewith, a second dynamo meniber inelectromagnetic relation with the first, aload and a third dynamo membermechanically connected with tlie second', a fourth dynamo member fixedand in electromagnetic relation with the third, a commutator and brushescarried by the first and second members, alternating current taps alsoconnected with the same member as said commutatoi', storage batterycells adaptedfor multiple or series connection with said brushes and themember carrying the brushes, means'to conduct alternating current fromsaid taps tothe dynamo comprising the third and fourth members toyoperate said dynamo as a motor, an automatic cutout to control theconnection of said brushes 'Y with said storage battery, and means todetermine a multiple connection of the cellsat the same time.

Y JUsTiN LEBovici.

